US11292448B2 - Longitudinal driver assistance system in a motor vehicle - Google Patents

Longitudinal driver assistance system in a motor vehicle Download PDF

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Publication number
US11292448B2
US11292448B2 US16/100,941 US201816100941A US11292448B2 US 11292448 B2 US11292448 B2 US 11292448B2 US 201816100941 A US201816100941 A US 201816100941A US 11292448 B2 US11292448 B2 US 11292448B2
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maximum permissible
location
top speed
time
speed
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US20180345948A1 (en
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Holger Ulrich
Stefan Knoller
Walter Kagerer
Andreas Lechner
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B60W30/146—Speed limiting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B60W2420/42—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration

Definitions

  • the invention relates to a longitudinal driver assistance system in a motor vehicle.
  • longitudinal driver assistance systems which are in the form of cruise control systems and control the speed of the motor vehicle to a predefined desired or maximum permissible top speed.
  • longitudinal control systems nowadays it is also already possible to acquire longitudinal control systems which have added distance control, so-called adaptive longitudinal control systems or cruise control systems, from some manufacturers.
  • Such systems which are offered, for example, under the designation “active cruise control” by the applicant of the present patent application make it possible to automatically drive the motor vehicle at a desired or a correspondingly lower speed while maintaining a desired distance from a vehicle traveling in front.
  • a distance sensor system which is fitted to the motor vehicle and can operate, in particular, on a radar basis detects a target object or (motor) vehicle traveling in front in the lane of the vehicle in question
  • the speed of the vehicle in question is adapted to the speed of the motor vehicle traveling in front or of the target object, for example by bringing about a suitable braking torque, in such a way that a distance control means which is contained in the “active cruise control” or in the corresponding longitudinal control system automatically adjusts and maintains a situation-appropriate distance from the motor vehicle or target object traveling in front.
  • longitudinal driver assistance systems which are in the form of so-called speed-limiting systems and prevent the maximum permissible speed set by the driver from being exceeded are known.
  • DE 10 2012 211 967 A1 describes a combination of a speed-limiting system and a cruise control system, wherein the maximum permissible top speed of the speed-limiting system can be adopted as the (new) desired or target speed for the cruise control instead of the set speed which is set.
  • relatively new vehicles also contain driver assistance systems which can detect a speed limit either from map data of a navigation system and/or by means of image processing, and can indicate said speed limit to the driver permanently from the point when the speed limit is reached, with the result that the driver can independently adapt his speed to the speed limit as required (e.g. BMW Speed Limit Info).
  • driver assistance systems can detect a speed limit either from map data of a navigation system and/or by means of image processing, and can indicate said speed limit to the driver permanently from the point when the speed limit is reached, with the result that the driver can independently adapt his speed to the speed limit as required (e.g. BMW Speed Limit Info).
  • DE 10 2008 018 421 A1 discloses a driver assistance system for transmitting and receiving speed data and/or traffic density data for controlling a cruise control system, which driver assistance system determines a maximum permissible top speed on the basis of the received data and communicates said maximum permissible top speed to the driver by outputting a corresponding notification.
  • the driver can adopt this specification of the permissible speed by means of a simple actuation process for his cruise control system.
  • DE 102014215673 A1 likewise discloses a longitudinal driver assistance system which, when an upcoming event which requires a reduction in speed is detected, determines a deceleration strategy and, at a defined time before the event is reached, outputs a request notification to the driver to approve the automatic implementation of the deceleration strategy. If the driver confirms the request notification, automatic implementation of the deceleration strategy is brought about.
  • the detection unit can determine or detect a relevant event here either on the basis of map data (for example of a navigation device) or on the basis of camera data.
  • Such longitudinal driver assistance systems which, taking into account an upcoming speed limit, automatically adapt the longitudinal control taking into account the speed limit, if the driver does not actively refuse this before the intervention, are likewise known.
  • the object of the invention is now to provide an improved longitudinal driver assistance system having an acceptance and refusal strategy which can be understood by the driver.
  • the longitudinal driver assistance system according to the invention for a motor vehicle for the open-loop or closed-loop control of a drive and/or braking unit taking into account a predefined maximum permissible top speed substantially comprises a capture system for detecting upcoming relevant events which require adaptation of the predefined maximum permissible top speed, and a functional unit which, upon detecting an upcoming relevant event, is set up to determine, on the basis of the location of the relevant event, a first location or first time, the reaching of which causes a notification relating to the imminent automatic adaptation of the maximum permissible top speed to be output to the driver.
  • the functional unit is also set up to determine a second location or second time (to be reached after the first location or first time), the reaching of which causes intervention in the longitudinal guidance of the motor vehicle in the direction of the new maximum permissible top speed at the location of the upcoming event, in particular in order to reach or maintain the (new) maximum permissible top speed at the upcoming location of the relevant event, if there is no driver-initiated refusal of the automatic adaptation of the maximum permissible top speed.
  • the capture system may be a map-based and/or camera-based capture system for detecting relevant upcoming events.
  • the relevant upcoming events may be, for example, temporary or permanent speed limits which are either directly indicated on a traffic sign or can be derived therefrom on the basis of the general traffic regulations (for example a speed limit to 50 km/h applies in Germany when driving through a built-up area).
  • the event in question may also be an event which cancels a speed limit or at least an event which increases to a new top speed, as is usually the case e.g. when leaving a built-up area.
  • the (new) maximum permissible top speed which is decisive for the longitudinal driver assistance system, at the location of the upcoming event can be either the actually predefined new speed limit or a speed which deviates upwardly or downwardly from the predefined new speed limit by a predefined amount, wherein the amount and the direction of the deviation can, for example, also be adjustable by the driver in a central vehicle menu.
  • This new top speed can be transmitted to the functional unit directly or can be determined only on the basis of the information available in the functional unit.
  • speed limits in a location-based manner on a route which is known to him by means of a vehicle-internal or vehicle-external interface. These speed limits can correspondingly be taken into account as new top speeds when driving along the route with an active longitudinal guidance system.
  • the driver can also select in advance e.g. whether he basically wishes to have all the self-defined speed limits taken into account, or only speed limits selected in accordance with a rule (e.g. only on a particular route, for particular road classes, at a particular time, depending on weather conditions, etc.).
  • a plurality of speed profiles can also be created for a particular route section, and said speed profiles are then active according to predefined rules (speed profile for good road conditions, speed profile for wet roads and/or speed profile for snow-covered roads).
  • the term “the first location” or “the first time” can be understood as meaning, for example, a local time, the reaching of which prompts the output of the notification.
  • the first location or the first time can be predefined on the basis of various available parameters, for example the current speed, the upcoming new maximum permissible top speed, the type of upcoming event, the road class, the road gradient, the time and/or the weather conditions.
  • the notification to be output may be perceived, for example, as an optical and/or acoustic notification.
  • a corresponding display on a head-up display and/or in a navigation representation display or in the instrument cluster may be output.
  • a driver-initiated refusal can be given, for example, by actuating an operating element provided for this purpose.
  • the operating element may be a pushbutton or switch which can be manually actuated.
  • a driver-initiated refusal can also be given by actuating the brake pedal or the gas pedal.
  • the functional unit may also be set up to prompt intervention in the longitudinal guidance of the motor vehicle in the direction of, in particular in order to reach or maintain, the (new) maximum permissible top speed at the upcoming location of the relevant event not only when the second location or time is reached, but rather already before this, in particular after the time of the driver-initiated confirmation of permission.
  • One or more coordinated strategies may be initiated after the second location or time, after which there is intervention in the longitudinal guidance of the motor vehicle in the direction of, in particular in order to reach or maintain, the (new) maximum permissible top speed at the upcoming location of the relevant event.
  • an acceleration or deceleration strategy having a plurality of stages can be initiated, or two or more different acceleration or deceleration strategies which are strung together can be implemented.
  • the decisive factor is that intervention is carried out after reaching the second location or time such that an acceleration (new maximum permissible top speed is greater than the current speed or the current maximum permissible top speed) or deceleration (new maximum permissible top speed is less than the current speed or the current maximum permissible top speed) is prompted on the basis of the new maximum permissible top speed at the location of the upcoming event and the current speed.
  • the invention is now based on the following consideration on the basis of the prior art: if a notification relating to the imminent automatic adaptation of the maximum permissible top speed is output if a relevant event is detected, early information is intended to be thereby output to the driver, on the one hand, but the driver is also simultaneously intended to be given the opportunity to prevent the automatic adaptation. This is useful, in particular, on account of the partially inaccurate or incorrect map data which are evaluated. If the driver now overlooks or fails to hear the notification, the automatic intervention in the longitudinal guidance of the motor vehicle in the direction of the (new) maximum permissible top speed at the upcoming location of the relevant event is carried out after a short time (at the second time or at the second location).
  • the invention upon detecting an upcoming relevant event, also provides for the functional unit to be set up to determine a third location or third time (to be reached after the second location or second time), up to which a driver-initiated refusal of the automatic adaptation of the maximum permissible top speed is permitted despite the intervention in the longitudinal guidance which has already been started.
  • the driver after reaching the second location or the second time, after which adaptation of the longitudinal guidance in the direction of the new maximum permissible top speed or automatic intervention in the longitudinal guidance of the motor vehicle in order to reach or maintain the (new) maximum permissible top speed at the upcoming location of the relevant event has already taken place, the driver is given the opportunity to reverse this again.
  • the third location or third time can be advantageously determined or predefined firmly or on the basis of predefined parameters.
  • the third location or third time, up to which it is still possible to refuse the automatic adaptation of the speed to the new maximum permissible top speed is identical to that time at which the new maximum permissible top speed is adjusted (for the first time) or has been reached for the first time.
  • the functional unit upon detecting a driver-initiated refusal of the automatic adaptation of the maximum permissible top speed, can be set up to prevent the adaptation of the maximum permissible top speed (if the refusal is given before reaching the second location or the second time) or to prompt cancellation of intervention in the longitudinal guidance which has already been carried out in the direction of, in particular in order to reach or maintain, the new maximum permissible top speed at the location of the upcoming event (if the refusal is given after the second location or time and before the third location or time) before reaching the third location or the third time.
  • the functional unit can also be set up to prompt immediate intervention in the longitudinal guidance of the motor vehicle during the intervention in the longitudinal guidance which has already been prompted in the direction of the new maximum permissible top speed at the location of the upcoming event (that is to say if the refusal is given after the second location or time and before the third location or time) in order to reach or maintain the originally and currently still applicable maximum permissible top speed quickly or in good time.
  • the functional unit is also advantageously set up to prompt intervention in the longitudinal guidance between the second location or time and the third location or time such that a (noticeable) acceleration or deceleration in the direction of the new maximum permissible top speed applicable at the location of the relevant event is achieved.
  • a different acceleration or deceleration strategy can be implemented between the second location or time and the third location or time than that implemented after reaching the third location/time.
  • the gradient of this acceleration or deceleration between the second location or time and the third location or time is advantageously lower than the gradient of the acceleration or deceleration after reaching the third location or time.
  • a reduced acceleration/deceleration is applied for a defined period (for example a few seconds) so that the driver has time to return to the last set speed without inconveniently decelerating/accelerating the vehicle.
  • the functional unit is also advantageously set up to not permit a driver-initiated refusal of the automatic adaptation of the maximum permissible top speed, that is to say, if the driver has not actively refused the automatic adaptation of the maximum permissible top speed (for example by actuating an operating element provided for this purpose) before reaching the third location or time, the intervention which has already been initiated can no longer be terminated or reversed by a subsequent refusal.
  • the driver can only abort the initiated automatic intervention or can adjust the maximum permissible top speed now applicable to the upcoming location by manually adjusting the desired or maximum permissible top speed or by (temporarily) deactivating the driver assistance system.
  • the functional unit can likewise be set up to deactivate the notification.
  • the longitudinal driver assistance system according to the invention can be used for various ways of assisting the driver with the longitudinal guidance.
  • the longitudinal driver assistance system may therefore be in the form of a speed-limiting system, for example, in which a maximum permissible limit speed can be predefined, and the functional unit is set up to prevent the predefined or set maximum permissible top speed from being exceeded by accordingly controlling the drive. If an upcoming event which requires adaptation of the maximum permissible top speed is now detected, the functional unit can be set up to then prompt output of a notification relating to the imminent automatic adaptation of the maximum permissible top speed at a defined first location or time before reaching the upcoming event, that is to say in a proactive manner.
  • the functional unit prompts intervention in the longitudinal guidance of the vehicle after reaching the second location or time, with the result that the new maximum permissible top speed is no longer exceeded or can no longer be reached at the location of the upcoming event.
  • the driver Before reaching the third location or time, which is reached after the second location or time, the driver still has the opportunity to refuse the automatic adaptation despite the automatically initiated intervention in the longitudinal guidance. If the driver does so, the intervention is canceled or is adapted in such a manner that the currently permissible top speed is permitted as the limiting speed limit again.
  • the longitudinal driver assistance system may also be in the form of a cruise control system (with or without a distance function), wherein the maximum permissible top speed can be used as the desired speed.
  • the maximum permissible top speed can be used as the desired speed.
  • the functional unit can be designed to prompt the output of a notification relating to the imminent automatic adaptation of the maximum permissible top speed or desired speed after the first location or time and, if not refused, to prompt adaptation of the cruise control taking into account this new desired speed after the second location or time only when the new maximum permissible top speed is not greater than the maximum desired speed predefined by the driver. It is therefore possible to ensure that the decision relating to the maximum permissible speed, which the driver would like to achieve during free travel, remains with the driver.
  • FIG. 1 shows a traffic situation, on the basis of which the invention is explained.
  • FIG. 2 shows an exemplary structure of a longitudinal driver assistance system which is in the form of a cruise control system in a motor vehicle and is intended to control the speed to a maximum permissible top speed.
  • FIG. 3 shows a sequence of different states during cruise control with proactive detection of speed limits and automatic adaptation of the maximum permissible top speed.
  • FIG. 1 shows the course of a road on which a motor vehicle is moving at a speed v of 100 km/h.
  • a speed limit sign which allows a maximum permissible speed of 50 km/h is detected in a proactive manner.
  • a graph which spans the distance d and the speed v is illustrated below the course of the road and is used to illustrate the current speed of the vehicle when driving along the above route with an active cruise control system which comprises the invention.
  • the vehicle At the start of the course of the road illustrated, the vehicle is moving at a speed of 100 km/h. As soon as the upcoming speed limit sign is detected, on account of which it is necessary to adapt the maximum permissible top speed to 50 km/h, the longitudinal driver assistance system begins to initiate a sequence of different outputs and interventions described in detail in FIG. 2 .
  • an optical notification is first of all generated, which notification informs the driver that automatic adaptation of the speed will soon be started, on account of an upcoming event which requires adaptation of the maximum permissible top speed, if the driver does not prevent this by means of a corresponding action (for example by actuating a refusal button or the gas pedal). If there is no driver-initiated refusal, a slight noticeable deceleration in the direction of the upcoming speed limit is carried out after the location d 2 . Even during this deceleration phase, the driver still has the opportunity, before the location d 3 , to refuse the adaptation of the speed on account of the detected upcoming speed limit sign.
  • the driver assistance system prompts deceleration of the vehicle by means of an accordingly suitable deceleration strategy, with the result that the speed of the vehicle is only 50 km/h at the location d 50 of the speed limit sign.
  • the driver refuses the adaptation of the speed in order to reach the maximum permissible top speed at the location of the speed limit sign by means of a corresponding operation at the time d 2 +, that is to say only after the beginning of the prompted deceleration of the vehicle.
  • the driver assistance system causes the speed reduction which has already been carried out to be canceled again and causes the vehicle to be accelerated again to the currently applicable maximum permissible top speed.
  • FIG. 2 now shows in detail, as the central element of a longitudinal driver assistance system in the form of a cruise control system, a functional unit FE which substantially receives input signals e 1 from a first capture unit E 1 , input signals e 2 from a second capture unit E 2 , a speed signal v, a permission signal z for permitting automatic adaptation of the maximum permissible top speed, a refusal signal a for refusing the permission to automatically adapt the maximum permissible top speed and a signal +v ⁇ for manually adapting the maximum permissible top speed.
  • a functional unit FE which substantially receives input signals e 1 from a first capture unit E 1 , input signals e 2 from a second capture unit E 2 , a speed signal v, a permission signal z for permitting automatic adaptation of the maximum permissible top speed, a refusal signal a for refusing the permission to automatically adapt the maximum permissible top speed and a signal +v ⁇ for manually adapting the maximum permissible top speed.
  • the first capture unit E 1 is a map-based capture unit E 1 which detects upcoming events, which require (for example speed limit) or allow (for example cancellation of a speed limit) adaptation of the maximum permissible top speed, on the basis of available map data, the vehicle's own position and a known upcoming route section.
  • the second capture unit E 2 is a camera-based capture unit E 2 which detects upcoming, speed-limiting events, which possibly require adaptation of the maximum permissible top speed to a new top speed, on the basis of the data from a forward-facing (for example video) sensor system.
  • Both the map-based capture unit E 1 and the camera-based capture unit E 2 are configured such that they can detect the location of the upcoming relevant event, that is to say also the level of the maximum permitted limit speed applicable after this location, and can forward it to the functional unit FE.
  • the functional unit FE can first of all determine the maximum permissible top speed at the location of the upcoming event, possibly taking into account a driver specification. Alternatively, the transmitted maximum permitted limit speed can also be directly used as the maximum permissible top speed.
  • the functional unit FE prompts the output of a notification relating to the imminent automatic adaptation of the maximum permissible top speed at a defined first location or time before reaching the relevant location by means of a corresponding signal of to a display operating unit ABE which comprises a notification system HS and an operating element BE.
  • the output can basically be prompted according to a first alternative only when the determined new maximum permissible top speed is less than the maximum desired speed predefined by the driver.
  • the output can be carried out irrespective of the maximum desired speed desired by the driver.
  • the notification is output optically, for example as a display in the instrument cluster or a head-up display.
  • the operating element BE which can be used by the driver to actively permit or refuse the automatic adaptation is configured in such a manner that the driver can request manual adaptation of the maximum desired speed +v ⁇ at those times at which no request notification is output.
  • the operating element BE is also configured in such a manner that, during output of the notification, the driver can actively confirm or permit (signal z) the automatic adaptation of the permissible top speed by means of a first type of actuation or can actively refuse (signal a) the requested permission to automatically adapt the maximum permissible top speed by means of a second type of actuation.
  • the driver can also refuse the automatic adaptation of the maximum permissible top speed by actuating the gas pedal (for example in the event of a deceleration request) or the brake pedal.
  • the speed is adapted in order to reach the maximum permissible top speed after reaching a determined second location or time. It is then no longer possible to refuse the automatic adaptation.
  • the functional unit FE prompts noticeable intervention in the longitudinal control in the direction of the new maximum permissible top speed upon reaching a defined (second) location or time.
  • the functional unit FE prompts a defined slight acceleration (firmly predefined or can be variably determined on the basis of various parameters) in the event of an increase (considered to be proactive) in the maximum permissible top speed and prompts a slight deceleration of the vehicle in the event of a reduction in the maximum permissible top speed.
  • the functional unit FE is now also designed to still permit and accordingly react to a driver-requested refusal of the automatic adaptation of the maximum permissible top speed in this phase as well. A refusal is no longer possible only when the vehicle has reached a defined third location or time.
  • the following additions should also be cited with respect to the refusal opportunity: if the driver actively refuses the automatic permission, the refusal is or is not permitted depending on the time of the driver intervention. As long as no intervention in order to reach the new maximum permissible top speed has yet been carried out, the adaptation of the maximum permissible top speed is prevented from the outset in the event of refusal and the display is deactivated by withdrawing the signal af.
  • the permission for the refusal depends on the time of the refusal. If the adaptation is refused before a determined (third) location or time, it is permissible and the functional unit FE prompts a change in the intervention in the longitudinal control which has already been started to the effect that the adaptation of the speed to the new maximum permissible speed is rejected again and control to the originally applicable maximum permissible speed is carried out again.
  • the intervention in the longitudinal control is changed depending on the original or “normal” meaning of the operating element. If the driver has actuated the operating element in order to increase the desired speed or the maximum permissible top speed after reaching the (third) location, for example, the maximum permissible top speed is either changed according to this actuation or the maximum permissible top speed is accordingly changed at the location of the upcoming relevant event. However, if the driver has actuated the gas pedal or brake pedal, the cruise control is overridden or is (temporarily) deactivated.
  • FIG. 3 now shows a sequence of different states 1 - 7 during cruise control with proactive detection of speed limits and automatic adaptation of the maximum permissible top speed, wherein the sequence of states is illustrated as a state machine.
  • state 1 It is first of all assumed in state 1 that the vehicle is traveling at a currently applicable maximum permissible top speed of 130 km/h on account of the active cruise control ACC. As soon as an upcoming speed limit (70 km/h) which requires or allows adaptation of the maximum permissible top speed is detected using a suitable sensor system, a change is made from state 1 to state 2 at a defined first time before reaching the speed limit.
  • the detected upcoming speed limit for example 70 km/h
  • the (automatic) adjustment is started only when this is useful, with the result that this new applicable maximum permissible top speed (70 km/h) is reached at the location of the speed limit as a result of the predefined acceleration or deceleration strategy.
  • the maximum permissible top speed (130 km/h) which is still applicable is (temporarily) stored in a buffer.
  • the driver does not refuse the automatic adaptation of the speed in order to reach the new maximum permitted top speed (70 km/h) within a predefined time window
  • the adjustment to this new maximum permissible top speed (70 km/h) is started after reaching a determined second location or time, with the result that this maximum permissible top speed is reached at the location of the start of the new speed limit.
  • this new maximum permissible top speed (70 km/h) has been reached, it is no longer possible to return to the originally applicable maximum permissible top speed (130 km/h), that is to say the previously applicable buffered top speed (130 km/h) is discarded.
  • the display is accordingly adapted.
  • the new applicable maximum permissible top speed (70 km/h) is discarded again and is stored in the buffer.
  • the original maximum permissible top speed (130 km/h) buffered in state 2 is used again as the applicable maximum permissible top speed.
  • state 3 There is a transition to state 3 .
  • the driver actuates the rocker in state 2 , he can still adapt (70 km/h ⁇ 80 km/h; transition to state 5 ) the proposed applicable (not yet adjusted) new maximum permissible speed (70 km/h).
  • the buffering of the originally applicable maximum permissible top speed (130 km/h, is discarded and, instead of this, the proposed new maximum permissible top speed (70 km/h) applicable before the adaptation is stored in the buffer.
  • the currently applicable maximum permissible top speed (130 km/h in state 3 ; 80 km/h in state 5 ) is discarded again in both cases and, as the (new) currently applicable maximum permissible top speed, the proactively detected new maximum permissible top speed (70 km/h) buffered in the respective starting state 3 or 5 is used as the applicable maximum permissible top speed. There is a transition to state 6 .
  • the driver is therefore not only optically or acoustically notified of imminent automatic adaptation of the maximum permissible top speed, but rather also kinesthetically notified of this in a second step.
  • the automatic adaptation of the maximum permissible top speed at the location of the upcoming event is carried out or completed only when the driver does not respond to this.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)
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DE102016205508.9A DE102016205508B4 (de) 2016-02-15 2016-04-04 Längsführendes Fahrerassistenzsystem in einem Kraftfahrzeug
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PCT/EP2017/051495 WO2017140466A1 (de) 2016-02-15 2017-01-25 Längsführendes fahrerassistenzsystem in einem kraftfahrzeug

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CN108698599A (zh) 2018-10-23
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DE102016205508B4 (de) 2022-05-05
CN108698599B (zh) 2021-10-26

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